Virtual filter condition sensor

ABSTRACT

A system and method for determining a condition of a filter filtering fuel associated with an engine. Input information relating to the operation of the engine is provided by a plurality of sensors. At least some of the input information is used to determine a plurality of input variables, the plurality of input variables representing a plurality of engine operating conditions including engine run time, engine torque and engine speed. An algorithm incorporating the input variables is used to determine the condition of the filter. Information concerning the condition of the filter may be output to a user such as an operator or service provider.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 15/965,255 filed Apr. 27, 2018, which is a continuation of U.S.patent application Ser. No. 14/762,670 filed Jul. 22, 2015, now U.S.Pat. No. 9,976,456, which is the U.S. National Stage of PCT ApplicationNo. PCT/US2014/012030 filed Jan. 17, 2014, which claims priority to U.S.Provisional Patent Application Ser. No. 61/756,172, filed Jan. 24, 2013,the contents of which are incorporated herein by reference in theirentireties.

TECHNICAL FIELD

The present disclosure relates generally to fluid filters used inconjunction with various types of engine systems. More particularly, thepresent disclosure relates to systems and methods for monitoring thecondition of such fluid filters.

BACKGROUND

U.S. Pat. No. 7,922,914, which is incorporated herein by reference inentirety, discloses methods and systems for measuring pressure dropthrough a filter in the flow path and then using the measured pressuredrop, possibly at a normalized state and in conjunction with time and/orother data from the system, to estimate characteristics of the fluid,the filter, and/or a working component supplied with the filtered fluid.Such characteristics could include an operating condition of the filter,the remaining useful life of the filter, the relative contaminantconcentration in the fluid, and/or the remaining useful life of aworking component supplied with the filtered fluid.

U.S. Patent Application Publication No. US 2011/0307160 A1, which isincorporated herein by reference in entirety, discloses systems,methods, and algorithms for monitoring and indicating filter life. Thedisclosed systems, methods, and algorithms may be utilized formonitoring and indicating the useful life of a filter in an internalcombustion engine.

Filters have a finite service interval, the length of which is governedby the nature and amount of contaminant present in the fluid andconditions of use. Service (or filter change) intervals are normallyspecified in terms of the distance driven or the length of time beforethe filter should be replaced or serviced. The common practice of usingdistance or time to define service intervals is an approximation. Insome cases, service intervals may be made based on pressure drop acrossthe filter, but this is not normally done due to cost of adding anadditional sensor(s).

Depending on the application, a filter may reach terminal pressure dropearlier or later than the specified service interval. Filters sometimesplug before the specified service interval, particularly when the engineis used in severe duty or dirty environments. This was found throughresearch and experimentation, and is because filter service intervalsare established based on expected conditions, not on the conditions thatthe filter actually experiences.

SUMMARY

This Summary is provided to introduce a selection of concepts that arefurther described below in the Detailed Description. This Summary is notintended to identify key or essential features of the invention, nor isit intended to be used as an aid in limiting the scope of the invention.

The present inventors have realized that it is desirable to utilizeon-board existing sensors in an engine system, notably fuel and lube oilsensors, as condition sensors that determine the condition of the filterand adapt to changes in conditions. The present inventors have realizedthat it is desirable to provide this functionality without requiringthat additional sensors be added to the system, thus reducing cost andcomplexity. The condition of a filter can refer to the remaining usefullife of the filter and/or the status of the filter, i.e., whether thefilter has significant remaining useful life, should be serviced, or hasreached or exceeded its useful life.

The present inventors have also realized that since premature filterplugging can cause deterioration of engine performance, acceleratedwear, and/or increased service costs, it is desirable to have a moreaccurate means of determining when to replace a filter or to at least toensure that the filter is not used beyond its useful life. To do this,the effects of duty cycle, application, and filter- and engine-specificfactors should be considered. Advance notification of when a filter isapproaching the end of its useful life enables the engine operatorand/or service personnel to coordinate service activities and productionneeds, thus reducing costs and increase productivity. As mentionedherein above, it is further desirable that this be accomplished withoutadding additional sensors to the conventional system.

The present disclosure provides a virtual sensor that determines thecondition of a fuel or lube filter using engine run time, torque andspeed data. An engine speed sensor and other appropriate engine sensorsfunctionally provide input to a control circuit, such as an enginecontrol module (ECM). The ECM uses the data to determine engine torque.Torque, speed and time data are then used by an algorithm to determinethe condition of the filter, and the ECM provides an output to a displayor control device to notify the operator, service personnel, or toinitiate appropriate response. The disclosure provides for optionaladjustable parameters in the algorithm whose values depend on theoperating environment, engine, and filter characteristics which can bemanually or automatically changed to improve the accuracy of thecalculation.

These and other features, together with the organization and manner ofoperation thereof, will become apparent from the following detaileddescription when taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic representation of a virtual filter conditionsensor in accordance with various exemplary embodiments.

FIG. 2 is an exemplary engine torque versus speed plot, showing theengine torque versus engine speed at both maximum load and at 70%maximum load.

FIG. 3 is schematic representation of a system for implementing variousembodiments described herein.

FIG. 4 is a flow chart showing an exemplary process by which variousembodiments contained herein may be implemented.

DETAILED DESCRIPTION

In the present description, certain terms have been used for brevity,clearness and understanding. No unnecessary limitations are to beinferred therefrom beyond the requirement of the prior art because suchterms are used for descriptive purposes only and are intended to bebroadly construed. The different devices, methods and systems describedherein may be used alone or in combination with other devices, methodsand systems. Various equivalents, alternatives, and modifications arepossible.

The virtual filter condition sensor, schematically illustrated in FIG.1, estimates the condition of engine fuel and/or lube oil filters. Itobtains, among other possible things, engine run time, engine torque,and engine speed data. Engine speed can be measured directly usingon-board sensors. In modern diesel engines, engine torque is typicallycontinually calculated by the ECM from measured inputs, such as theengine speed, air intake manifold pressure, and throttle position. Thesensors required to do the calculation are typically already presenton-board the engine. Time, torque and speed data is functionallytransmitted or otherwise made available as inputs to the ECM or othercontroller. It should be understood that when an ECM is referencedherein, the associated structure, functionality and features may beequally applicable to other types of controllers or control units.

In FIG. 1, a number of functions are typically resident in the ECM. Datafrom other sensors, e.g., temperature, pressure, and/or fuel qualitysensors, may also be provided to the ECM and used to improve theaccuracy of the virtual filter condition sensor. The ECM uses analgorithm to calculate the condition of the filter based on the time,torque, speed and other optional data. Adjustable parameters may beoptionally entered into the ECM to refine the algorithm and adjust fordifferences between engines and filters, as well as local conditions,such as fuel quality and environmental conditions. These adjustableparameters can improve the accuracy of the calculation. Typically, theadjustable parameters are programmed into the ECM of new engines. Theirvalues can be modified or adjusted once information is availableregarding the intended use or final destination of the engine. Theadjustable parameters can also be readjusted for existing engines tofine tune the sensor for local conditions. The result of the filtercondition calculation is functionally transmitted to an output device,e.g., a visual indicator, colored light, fault or other informativecode, digital indicator, appropriate data collection, and/or processingdevice such as a computer, ECM or controller (control circuit), wherebyappropriate action can be taken based on this information.

The virtual filter condition sensor of FIG. 1 works as follows. Sensors,including those to measure engine speed 105 and whatever additionalsensors 110 are required by the engine to calculate engine torque, aswell as a means to monitor engine run time 115 are provided and transmitdata to the ECM. Alternately, engine torque can be measured directly,such as by a surface acoustic wave (SAW) sensor on the cam shaft. TheECM calculates engine torque (130), as is typically done in moderndiesel engines. An algorithm 145 resident in the ECM receives the enginetorque data 130, engine speed data 125 and time data 135 periodically oron a near continuous basis and uses the various data to determine theimpact of current conditions on filter life. The algorithm 145 can alsorely upon various adjustable parameters 150 in determining the filtercondition 155. The algorithm 145 can also consider the presence orabsence of a filter (represented at 140), based upon an appropriatefilter sensor 120. Cumulatively, the results over time during a filterservice interval provide a continuous or periodically updated estimateof the current condition of the filter (155). The ECM generates a signalcorresponding to the condition of the filter that is sent to an outputdevice 160, such as a display or other device, to prompt or initiate anappropriate response. In the embodiment represented by FIG. 1, themechanism for calculating/determining the engine run time 115, theengine torque calculation 130, the time calculation 135, the algorithm145 and the filter condition determination 155 are resident on the ECM.

On-board sensors, such as engine speed sensors, are present on moderndiesel engines and can be used to control and optimize engineperformance and function. From these, other important parameters, suchas engine torque may be calculated. The virtual sensor receives enginetorque, engine speed, and engine run time data. Thus, all sensors neededto calculate engine torque, as well as engine speed sensors can beutilized. The means for measuring or calculating torque is well known inthe field, as modern diesel engines typically possess this capability.Additional sensors or means to determine fluid flow rates, pressure,temperature, fluid quality, and other parameters optionally may be usedto improve the accuracy of the calculation and reliability of thevirtual filter condition sensor. The on-board sensors provide inputs tothe ECM to enable engine torque to be calculated and to determine filtercondition. Measured values such as pressure and temperature areconsidered relative to the location of the respective sensor. Forexample rail pressure and injector return line temperature can beconsidered.

The on-board sensors discussed herein can be located at variouslocations on the engine. By way of example, fuel pressure may bemeasured at the accumulator (rail) on various diesel engines. The fuelpressure can be measured at other locations on the engine as well,including, but not limited to, the fuel inlet, the filter inlet, thefilter outlet, the ECM cooler outlet, the low pressure pump inlet, thelow pressure pump outlet, the high pressure fuel pump inlet, and theengine fuel return. In particular implementations, sensors may also beused to measure engine characteristics such as the temperature(s) at thefuel inlet, the ECM cooler outlet, the high pressure fuel pump inlet,the high pressure fuel pump outlet, the accumulator fuel return, theengine fuel return, and the injector return. It should be noted,however, that many of the above sensors may not be included in variousimplementations.

Sensors could also be used to measure various characteristics of thelube system. These sensors may measure, for example, the oil coolerinlet temperature, the oil cooler outlet temperature, the oil pantemperature, the oil cooler inlet pressure, the oil cooler outletpressure, the oil filter inlet pressure, the oil filter outlet pressure,the block inlet pressure, the oil rifle temperature and the pump outletpressure. It should be noted, however, that many of the above sensorsmay not be included in various implementations.

Since the accuracy of the filter condition calculation depends, in part,on the characteristics of the filter, the system optionally can includea sensor to determine whether or not an appropriate filter has beeninstalled. Examples of such sensors are described in U.S. Pat. Nos.6,533,926, 6,537,444, 6,711,524 and US 2011/0220560, which areincorporated herein by reference. With this option, the engine possessesa sensor capable of detecting a property, tag, or signature, such as amemory chip, surface acoustic wave chip, electrical resistance,magnetic, or other property that is uniquely present in appropriatefilters. Further, the sensor can provide an output to the ECMidentifying the filter as appropriate (or not). In some embodiments, thesensor is capable of not only determining whether or not the filter isgenuine, but the type of filter installed. Depending on the whether ornot an appropriate filter is installed, adjustable parameters can beselected by the algorithm that are appropriate to the circumstances.

Typically, modern engines have an electronic control module, ECM. TheECM is an on-board computer, and/or controller (control circuit) thataccept inputs from engine sensors and utilizes algorithms and lookuptables to control engine processes and functions, calculate torque,report conditions and take otherwise appropriate actions. The ECM cancomprise a control circuit having one or more control modules orsections, each having a memory and a processor for sending and receivingcontrol signals and for communicating with peripheral devices, includingadditional control circuits, sensors, input devices and output devices.The ECM is connected to a computer readable medium that includesvolatile or nonvolatile memory upon which computer readable code isstored. The processor accesses the computer readable code and thecomputer readable medium upon executing the code carries out thefunctions described herein. It is also to be understood that while thecomputer readable medium can be separate from the processor, thecomputer readable medium may be a part of the processor or integrallyconnected to the processor while in still further embodiments thecomputer readable medium may be implemented as a plurality of computerreadable media for access by the processor. Different modes of operationcan be programmed into the control circuit, as further described hereinbelow. The programming and control operations of the control circuit aredescribed herein with respect to non-limiting examples and algorithms.Some of the examples/algorithms include specific series of steps foraccomplishing certain system control functions. However, theconfiguration of the control circuit and any related control circuitmodules and/or sections can substantially vary from that which is shownand described. The scope of this disclosure is not intended to beliterally bound by the literal order and content of steps describedherein and thus non-substantial differences and/or changes are intendedto fall within the scope of the disclosure. In general, the controlcircuit includes a programmable processor and a memory for storinginformation. The control circuit can also be connected for sending andreceiving signals with the noted peripheral devices via wired and/orwireless links.

According to this disclosure, the ECM can have a memory and programmingthat contains an algorithm and/or lookup table that provides the addedfunction of determining the condition of fuel and/or lube filter(s). Thealgorithm may do this in a variety of ways. For example, it may use afilter life map (described later) to determine the incremental amount ofthe filter's life used up by the engine running at current conditions.By summing the incremental amounts over the period of time during whichthe filter has been installed, and comparing the sum to the expectedlife of the filter under known conditions, the condition of the filterand its remaining useful life can be estimated. In another embodiment,the time-weighted average duty cycle of the engine, based on torque andspeed data over the corresponding time interval can be compared to afilter life map to estimate the condition of the filter and/or comparedto the expected filter service interval to determine its remaininguseful life. If an optional appropriate filter detection sensor is used,the algorithm may elect to use one set of adjustable parameters forappropriate filters, and a different set (or not to provide filtercondition information at all) if an inappropriate filter is used.

FIG. 3 is schematic representation of a system for implementing variousembodiments described herein. As shown in FIG. 3, an engine 300 iscommunicatively connected to an engine control module 305 or a similarcontrol unit. The engine control module 305 is also communicativelyconnected to a plurality of sensors, each of which is used to providedata to the electronic control module 305 for manipulation and inclusionin an algorithm to determine the condition of the filter. The pluralityof sensors may include, but are not limited to, an engine speed sensor310, an air intake manifold pressure sensor 315, a throttle positionsensor 320, an engine pressure sensor 325, a fuel quality sensor 330, afilter detection sensor 335, a filter condition sensor 340 and an“appropriate filter” sensor 345. Some or all of these sensors may alsobe directly or indirectly connected to the engine 300. The enginecontrol module 305 is also electrically and/or communicatively connectedto an output device 350, through which determined filter conditioninformation is output.

The inventors have observed that filter life for engine lube oil and forfuel filters is a function of engine operating conditions. The inventorshave found that filter life is shortened by severe or heavy duty usage,for both lube and fuel filters. In contrast to lube oil, fuel is burned.Thus, one would expect fuel filter life to be controlled by contaminantsin the supply fuel, and to a lesser extent by engine operatingconditions. Despite this, data surprisingly has shown that fuel filterlife is shortened by severe or heavy duty usage. Lube oil, on the otherhand is recirculated indefinitely until it is replaced. Remaining engineoil life, but not oil filter life, has been determined from a knowledgeof temperature, fueling rate, engine speed and load (see GB2345342B),which is incorporated herein by reference. U.S. Pat. No. 6,253,601 whichis incorporated herein by reference, describes a system and method todetermine when the oil should be replaced based on engine parameterssuch as engine temperature, fueling rate, engine speed, and engine load.Other methods exist for estimating the condition of the oil, but not fordetermining the condition of the oil (or fuel) filter. The condition ofthe oil filter is a function of the solid and semi-solid contaminantremoved. Thus, while the filter's condition may be related to thecondition of the oil, other factors affect filter life as well.

Duty cycle is a term used to describe the severity of engine operatingconditions and can be defined in various ways using input from enginesensors. One way is to define duty cycle as the power generated toovercome load using an engine torque versus speed plot, as shown in FIG.2. In the figure, the shaded region is bounded by lines representing themaximum load and 70% of maximum load as a function of speed. This regionmay be defined as the severe or heavy duty cycle for the engine. Therelationship between engine torque and speed, and filter life can bemapped by means of engine tests under controlled conditions using anengine dynamometer. Using the filter life map, the effect of specifictorque and speed conditions on filter life can be determined relative toreference conditions that correspond to the normal filter serviceinterval for the engine. Correspondingly, this information can be usedon a continuous or periodic basis to estimate the condition of thefilter.

There are other means of creating a filter life map or quantitativelymodeling engine operating conditions and relating them to filter life.For example, duty cycle can be defined as the ratio of the time-weightedaverage produced power to the engine rated power; the percentage of timethat the engine operates at rated power (or some fraction of ratedpower); percentage of time, miles, or fuel consumed at different RPM,torque or rail pressures; or some combination of two or more of thepreviously listed definitions. Any of these can be used to define afilter life map or in an algorithm to relate engine operating conditionsto filter life.

The present disclosure can also utilize optional adjustable parametersto improve the accuracy of the calculation. The values for theadjustable parameters are typically held constant during a serviceinterval and depend on the type of engine and filter, local fuel or lubeoil quality, and local and environmental factors. Typically, one (1) tosix (6) adjustable parameters are needed; however more may be needed formore complex algorithms and models. For example, adjustable parametersmay be needed to account for the characteristics of the engine, filter,and liquid. Typically, default values for the adjustable parameters willbe programmed into the ECM for use by the algorithm based on theanticipated normal conditions for the engine and application. Thesevalues can be changed as necessary manually, electronically, orotherwise before or after the engine is used, if conditions are expectedto differ from the default settings. For example, different values forthe adjustable parameters may be used for engines used in urban busapplications in North America, as opposed to those making deliveries inAsia. If an optional appropriate filter sensor is used, one set ofvalues can be used when installation of an appropriate filter isconfirmed. Another set of values may be used when an inappropriatefilter is installed, in order to provide a more conservative estimate offilter condition and protect the engine. Alternatively, the algorithmmay not calculate and indicate filter condition at all, if aninappropriate filter is used. The values for these parameters can alsobe readjusted later, such as by service personnel, based on experienceand history at the location to improve the accuracy of the calculation.Typically, the adjustable parameters are input manually, but one or moremay be provided automatically when appropriate sensors are present,electronically, or by other means.

An algorithm resident in the ECM can be used to calculate the conditionof the filter. There are various forms of the algorithms that canperform the calculation, which differ in terms of data requirements,adjustable parameters, and accuracy of the results. All require torque,engine speed and time data. The following equation is one example ofthese:

$R = {E - {\sum\limits_{0}^{t}{\left( {{ABX} + {CY}} \right)\Delta\; t}}}$where R is the remaining useful life of the filter; E is the normalservice interval of the filter; t is engine run time that the filter hasactually been used; A, B and C are adjustable parameters; and X and Yare variables whose values are determined from torque and speed data.The values of A and C depend on the type of engine and filter. The valueof B depends on the anticipated fuel quality. The values of X and Y areobtained from engine torque and speed data at a given point in timebased on the filter life map or mathematical modeling of therelationship between the input data and these variables.

The virtual filter condition sensor, as described, can be used foreither the fuel filter or the lube oil filter. In a further embodiment,the system may indicate the condition and/or remaining useful life ofboth the fuel and the lube oil filters. In the latter embodiment, noadditional sensors would be required. Instead, a second algorithm andmeans of outputting the results would only be required.

In another embodiment, the virtual filter condition sensor can alsoinclude an electronic means of detecting the presence and installationof appropriate filters on the engine, in order to ensure the accuracy ofthe calculation. Values for one or more of the adjustable parameters areaffected by the type of filter installed. If an electronic means ofdetecting appropriate filters is available to supply data to thealgorithm, the algorithm could confirm that the proper filter is beingused prior to providing filter condition outputs. If an inappropriatefilter is installed, filter condition would be calculated or,alternatively, adjustable parameters would be used that conservativelycalculate the condition of the filter, thus motivating the use ofappropriate filters.

A virtual filter condition sensor is for determining the condition offuel and/or lube oil filters based on engine torque, speed and run timedata, and that does not require direct measurement of filter restriction(or pressure drop) nor flow rate through the filter. The virtual sensorcould be used in conjunction with a means for determining pressure dropto further improve its reliability, however, this would be used asessentially independent or secondary measure of filter condition. Thevirtual sensor uses data from typical engine sensors or values that arecalculated from these sensors by the ECM. The presently describedsystems can provide for the input of values for adjustable parametersrelated to the characteristics of the engine, filter, and liquid beingfiltered, and optionally regarding application and local conditions, toimprove the accuracy of the results. Existing filter condition sensors,also known as filter life, filter plugging, or filter service indicatorsdetermine filter conditions typically based on pressure drop data, orpossibly based on the volume of fluid filtered. Oil quality sensors areknown to exist that predict lube oil quality using on-board sensors, butnot the condition of the filter. Since fuel is burned rather than beingcompletely recirculated, it is counterintuitive that engine conditionsrelated to duty cycle would affect filter life, but this has indeed beenconfirmed by test cell and field test monitoring. Further, the sameinput parameters are utilized by both lube and fuel filter conditionsensors, hence minimal additional requirements and no additional realsensors are needed to provide an engine with both types of virtualsensors. Finally, the presently described systems optionally can utilizean “appropriate filter” sensor to ensure that appropriate adjustableparameters are used by the algorithm.

FIG. 4 is a flow chart showing an exemplary process by which variousembodiments contained herein may be implemented. At 400 in FIG. 4, inputinformation from a plurality of sensors relating to the operation of theengine is provided to a control unit such as an ECM. At 410, at least aportion of input information is used to determine a plurality of inputvariables, the plurality of input variables representing a plurality ofengine operating conditions. As discussed previously, the engineoperating conditions which may be represented include, but are notlimited to, engine run time, engine torque and engine speed. By way ofexample, an input variable representing engine torque may be based uponinput information relating to at least one of air intake manifoldpressure, throttle position and engine speed. At 420, an algorithm thatincorporates the plurality of input variables is processed, resulting ina determination of a condition of the filter. As discussed previously,the algorithm may also directly or indirectly take into account directinput information, as well as other information including, but notlimited to, duty cycle, whether an appropriate filter has beeninstalled, engine operating environment, engine characteristics, filtercharacteristics, operator experience, engine temperature, enginetemperature and fuel quality. At 430, information concerning thecondition of the filter is output to a user such as a vehicle operatoror service technician.

In the foregoing description, certain terms have been used for brevity,clarity, and understanding. No unnecessary limitations are to beinferred therefrom beyond the requirement of the prior art because suchterms are used for descriptive purposes and are intended to be broadlyconstrued. The different configurations, systems, and method stepsdescribed herein may be used alone or in combination with otherconfigurations, systems and method steps. It is to be expected thatvarious equivalents, alternatives and modifications are possible withinthe scope of the appended claims. Each limitation in the appended claimsis intended to invoke interpretation under 35 U.S.C. § 112, sixthparagraph, only if the terms “means for” or “step for” are explicitlyrecited in the respective limitation.

It should be noted that any use of the term “exemplary” herein todescribe various embodiments is intended to indicate that suchembodiments are possible examples, representations, and/or illustrationsof possible embodiments (and such term is not intended to connote thatsuch embodiments are necessarily extraordinary or superlative examples).

It is important to note that the construction and arrangement of thevarious exemplary embodiments are illustrative only. Although only a fewembodiments have been described in detail in this disclosure, thoseskilled in the art who review this disclosure will readily appreciatethat many modifications are possible (e.g., variations in sizes,dimensions, structures, shapes and proportions of the various elements,values of parameters, mounting arrangements, use of materials, colors,orientations, etc.) without materially departing from the novelteachings and advantages of the subject matter described herein. Theorder or sequence of any process or method steps may be varied orre-sequenced according to alternative embodiments. Other substitutions,modifications, changes and omissions may also be made in the design,operating conditions and arrangement of the various exemplaryembodiments without departing from the scope of the present invention.

What is claimed is:
 1. A system for determining a condition of a filterfiltering fluid associated with an engine system, the system comprising:a plurality of sensors operatively connected to the engine system, theplurality of sensors configured to collectively provide informationrelating to at least one of engine run time, engine torque, and enginespeed; an engine control module communicatively connected to theplurality of sensors, the engine control module configured to: receivethe information from the plurality of sensors, using at least some ofthe received information to determine a plurality of input variables,the plurality of input variables representing a plurality of engineoperating conditions; determine the condition of the filter based on analgorithm that incorporates the plurality of input variables andadditional information from the group consisting of at least one of dutycycle, whether an appropriate filter has been installed, engineoperating environment, filter characteristics, operator experience,engine temperature, and fuel quality; and outputting informationrelating to the condition of the filter.
 2. The system of claim 1,wherein the plurality of engine operating conditions include engine runtime.
 3. The system of claim 2, wherein the plurality of engineoperating conditions include engine torque.
 4. The system of claim 2,wherein the plurality of engine operating conditions include enginespeed.
 5. The system of claim 4, wherein the plurality of engineoperating conditions include engine torque.
 6. The system of claim 5wherein the plurality of sensors comprises a surface acoustic wavesensor on a cam shaft of the engine system, the surface acoustic wavesensor directly measuring engine torque.
 7. The system of claim 5wherein the plurality of sensors comprises an engine speed sensor, andwherein the engine control module uses information from the at least oneengine speed sensor to calculate engine torque.
 8. The system of claim5, wherein the engine control module is configured to calculate theengine torque based on at least one input selected from the groupconsisting of air intake manifold pressure, throttle position and theengine speed.
 9. The system of claim 1, wherein the plurality of engineoperating conditions include engine torque.
 10. The system of claim 1,wherein the plurality of engine operating conditions include enginespeed.
 11. The system of claim 10, wherein the plurality of engineoperating conditions include engine torque.
 12. The system of claim 1,further comprising a sensor configured to sense engine temperature,engine pressure, and fuel quality, wherein the additional informationincludes the engine temperature, engine pressure and fuel quality. 13.The system of claim 1, further comprising a sensor operatively connectedto the engine system and configured to sense engine pressure, whereinthe additional information includes the engine pressure.
 14. The systemof claim 1 further comprising a sensor operatively connected to theengine system and configured to sense fuel quality, wherein theadditional information includes the fuel quality.
 15. The system ofclaim 1 wherein the additional information includes a variable thatvaries based upon an engine operating environment.
 16. The system ofclaim 1 wherein the algorithm additional information includes a variablethat varies based upon an engine characteristic.
 17. The system of claim1 wherein the algorithm additional information includes a variable thatvaries based upon a lube oil filter characteristic.
 18. The system ofclaim 1 further comprising a sensor configured to detect whether anappropriate lube oil filter has been installed in the engine; andwherein the additional information includes whether the appropriate lubeoil filter has been installed in the engine.
 19. The system of claim 1further comprising an output device configured to notify an operator ofthe condition of the filter, wherein the engine control module isconfigured to operate the output device.
 20. The system of claim 1wherein the condition of the filter comprises remaining useful life ofthe filter.
 21. The system of claim 1 wherein the algorithm isrepresented by the formula$R = {E - {\sum\limits_{0}^{t}{\left( {{ABX} + {CY}} \right)\Delta\; t}}}$wherein R is a remaining useful life of the filter; E is a normalservice interval of the filter; t is an input variable representingengine run time that the filter has actually been used; X is an inputvariable representing engine torque, and Y is an input variablerepresenting engine speed.